System of lubrication



Nov. 26, 1929. W, G, PHELPS 1,737,124

SYSTEM OF LUBRICATION A TTORNE Y.

Patented Nov. 26, 1929 UNITED STATES WILLIE GIBSON PHELPS, OF MCKINNEY,TEXAS SYSTEM OF LUBRICA'IION Application led October 28, 1927. SerialNo. 229,317.

This invention relates to vehicles, and it refers more particularly toan improved lubrieating system especially for automobile vehicles, andaeroplanes and the principal object of the invention resides in theprovision of a4 lubricating system adapted to supply a predeterminedquantity of lubricant to every frictional point throughout the vehicleat intervals determined according to mileage during normal operationthereof.

Another object of the invention resides in the provision of an improvedsystem of the character specified wherein is provided a pressure pumpeffecting distribution of lubricant to the various parts of the motorand vehicle, the means for operating the pump being placed in positionpreparatory to operation by operating the ignition switch of the motor,and not until the motor transmission is thrown into high gear will thesaid pump operating means begin to function normall to distributelubricant as aforesaid accor ing to mileage.

Still another object of the invention lies in the provision of animproved timing unit.,

acting as the medium through which distribution of lubricant takes placeaccording to the mileage designated bv the motor speedometer, from whichthe said timing unit directly 3o operates. p

Yet another object of the invention resides in the provision of anarrangement of relays, one of which closes an electrical' circuitthrough the storage battery and pump operating means when the timingunit, in co-operating with the speedometer, reglsters a predeterminedlubricating time, and the other of said relays being adapted to maintaininoperative position of the system when the vehi- 40 cle is not inmotion, or in low gear.

Broadly, the invention comprehends the provision of an improvedlubricating system for all types of engines and vehicles providingadequate and positive lubrication autoniatically in the absence of humanattention, at intervals during the period in which the vehicle is innormal motion.

With the foregoing objects as paramount, the invention has particularreference to certain salient features of construction and operation ofparts by which the foregoing objects are attained, to become manifest asthe description proceeds taken in connection with the accompanyingdrawings wherein:

Figure l represents a diagrammatic view of the preferred controllingsystem of the improved lubricator embodying the invention.

Figure 2 is a plan view of the timing unit for intermittentlydistributing lubricant.

Figure 3 is a side view in section on lines 3-3 of Figure 2.

Figure 4 is a vertical sectional view of `a preferred type of liquidpump used in connection with the invlention, with a motor associatedtherewith.

Figure 5 is a fragmentary view, proportionately reduced, of the motortransmission showing the relative position of the switch by which theinvention is rendered operative in h igli gear.

Figure 6 is an enlarged fragmentary view of the motor transmissionshowing the switch in cross-section.

Figure 7 is a plan View in lateral crosssection, showing the switch inoperative po sition.

Figure 8 is a side elevational View in vertical cross section of apreferred type of oil receptacle or subsidiary reservoir, one of whch isarranged relative to each bearing, an

Figure 9 is a relatively enlarged detail view of the startingrelay, bywhich the invention is rendered operative.

It may be primarily stated for clarity, in addition to the expressedobjects of the invention, that the invention does not claim the broadidea of automatically lubricating a vehicle, as such a means oflubrication is well known to the art, but it is the purpose of theinvention to effect suoli automatic lubrication at properly requiredintervals, during the time such lubrication is necessary, that is tosay, while the vehicle is in motion at a normal rate of speed.

In Figure 1 is shown suggested in broken lines the instrument board 1,behind which in solid lines is shown the dash 2. The conventionalignition switch 3 is disposed in the instrument board, as is theconventional speedometer, 4.

The most important element of the invention comprises, what may betermed herein, a timing unit 5, which element is shown in sectionaldetail in Figures 2 and 3 and in operative relationship with other partsin the diagrammatic View, Figure 1. This timing unit is situatedadjacent the speedometer 4 in such a manner as to receive its operatingpower from the cable 6 of the speedometer. To accomplish this, a rigidshaft 7 passes through the unit 5, as seen in Figures 2 and 3, and thespeedometer cable 6 is attached to either end of this shaft so thatrotation imparted to the speedometer cable from the motor transmissionwill operate both the timing unit 5 and speedometer in a like manner,relieving neither of its eiliciency.

Referring especially to Figures 2 and 3, the shaft 7 has thereon aspiral or worm gear 8, enmeshing a gear 9, carried by a shaft 10,extending laterally through the unit housing. Rotation thus imparted toshaft 10 is in turn imparted to shaft 11 disposed in parallelrelationship to shaft 7, through spiral gear 12, carried by shaft 10,and gear 13, carried by shaft 11.

Approximately in the center of the unit housing, a series of discs,independently referred to as 14, 15 and 16, are mounted to revolve upona shaft 17. Relative motion is imparted to shaft 17 by shaft 11, throughspiral gear 18 carried by the latter, enmeshing gear 19 carried by shaft17, upon which ysald discs are mounted.

The discs 14, 15 and 16 are adapted to be progressively rotated toindicate mileage in accordance with the mileage indicated by thespeedometer 4, but while the speedometer visibly indicates miles byfigures brought into numerical alinement on the respective discs, thetiming unit brings into alinement contact points carried by therespective discs therein which as will be presently disclosed, closes acircuit, effective to lubricate the motor and vehicle.

It will be understood that the discv 16 in the timing unit, after havingmade one complete revolution, moves thel adjacent disc 15, through theratchet 20, co-operating with the teeth 21 carried upon the wafer 22,and upon one complete revolution of the disc 15, the disc 14 is causedto rotate in a similar manner through ratchet 23, co-operating withteeth 24 on the wafer 25, interposed between discs 14 and 15. Thesevratchets 20 and 23 are mounted upon a short shaft 26 disposed forward ofthe disc assembly. Contact poi-nts 27, 28 and 29, respectively-'carriedby discs 14, 15 and 16'are brought into alinement af- -ter the Vehiclehas progressed a predetermined number of miles. In Figure 3 1s shown themanner in which a circult 1s made when the disc contacts are relativelyalined. Contacts 30, shown in dotted lines in Figure 2 form singlecontacts `1through which the current enters and leaves the timing unit5. Binding posts 31 are connected to these contacts to which suitableWires are connected, as will be presently set forth. Double contacts 32convey the current through the discs, over-reaching those engaged by thesingle contacts 30, consequently the current enters at one point and isprogressively conveyed through each disc, when all contact points arealined. The discs, while the vehicle is in motion, ofcourse continue torotate, but the short period of time contact is made as described issuflicient to complete a circuit to effect distributing of the requiredamount of lubricant to the several parts of the motor and vehicle.

Vith reference to the pump, by which distribution is accomplished;attention is directed to Figure 4 showing in Vertical crosssection, thepreferred type of pump. A small electric motor 33 is mounted upon thetop of the pump housing 34, and the armature shaft 35 of the motordepends within the said pump housing. A gear 36 is carried upon thelower end of the motor shaft 35, which enmeshes a similar gear 37,within a casing 38. Rotation ofv gears 36 and 37 creates within thecasing 38 sufficient amount of pressure to expel through oil line 39,quantities of oil from the reserve within the 'housing 34. The pumpcasing 38 has connected thereto a back pressure valve 40. No claim ismade herein to the type of pump set forth, except to complete thecombination of elements constituting the invention. The main oil line 39has communicating therewith several auxiliary lines 41, as shown inFigure 1, extending to the several parts of the vehicle and motor to belubricated. At the'termination of each of these lines, an oil cup 42,herein termed as arsubsidiary reservoir, is mounted, and illustrated indetail in Figure 8, especially. Fluid entering through oil line 39 underpressure of the pump, urges the sliding valve 43 against the resistanceof coil spring 44, lilling the cup 42 through port 45. lVhen pumppressure is relieved, sliding valve 43 resumes its normal position,permitting the lubricant to How to the bearing through opposing port 46.lThe arrangement described prevents bleeding .of the lines,^and enablesthe pump to be immediately effective inflling each cup, even in itslimited operating period as described. Fluid pressure may be visiblydetermined by the operator of the vehicle by glancing at the pressuregauge 47, on the instrument board, communicating with oil line 39through .line 48, shown in dotted lines in Figure 1. i

Electrical operating energy for the invention is supplied by the storagebattery 49, carried by all such vehicles. A pair of relays are arrangedin the circuit intermediate the timing unit and battery, one of which istermed the starting relay and indicated by reference character 50 inFigure 1, and

shown in detail in Figure 9, while the other| is identified by referencecharacter 51, `and termed the cut-out relay, so named because it is sodisposed and arranged as to render the invention inoperative except whenthe vehicle is traveling at a rate of speed greater than the minimum, orat normal speed.

Referring especially to the wiring system by which the invention isoperated, wire 52 extends in the usual manner fromV4 the ignition switch3 to the conventional coil 53, forming no part of the invention butshown for clarity. Wire 54 extends from ignition switch .3 to motortransmission 55, and it is at this point that the invention is renderedoperative by shifting of Igears from low or intermediate into high gear.In this regard, reference is temporarily made to Figures 5 to 7inclusive showing different views of the transmission switch by whichthe foregoing is accomplished. A small housing 56 is riveted orotherwise suitably affixed to the transmission housing 55, into whichthe high speed shifter shaft 57 moves upon emerging from thetransmission when the gear shift lever 76 is actuated. Movement outwardof shifter shaft 57, in the manner shown in Figure 7 urges the contactplate 58 outward against the resistance of the coil spring 59, bringingthe edges of the plate into engagement with contact points 60, insulatedin opposing sides of the switch housing 56,thus closing the circuitbetween these points during the time the motor is in high gear. Currentconsequently is enabled to flow freely through wire 61, through plate 58into wire 54 thence to the ignition switch controlling the current tothe motor coils.

It is obvious from the foregoing how the invention is constrained tofunction only when needed. With this in View, the How of current will betaken up at the source of supply, which is the battery 49, grounded at62. The positive wire 63 leads from the battery to the starting relay50, as shown in Figure 1. A wire 64 leads from the contact point 65adjacent the relay 50 to the motor 33 on the pump 34. The negative `Wire66 from relay 50 is grounded as shown, and the positive wire 67 isconnected to one of the binding posts 31 of the timing unit 5 in themanner previously described. To the opposite binding post 31 of thetiming unit is connected a wire 68, which extends to cut-out relay 51.Thus, under normal conditions, when the discs within the timing unit 5are in such position as to complete alinement of contact points, acomplete circuit from battery 49 is established through the relays andpump motor 33, by way of wires 63, 67, 68, 61 and 64.

It is particularly pointed out that the invention is completelycontrolled at four points, to prevent its operation prematurely or outof time. One of these points is at the ignition switch 3, another at thetransmission switch, another at the timing unit 5, and still another atthe cut-out relay 51. Itis through this latter relay that efectiveoperation of the invention may be carried out Without affecting normalfunction of the generator 69. To elemnate possibilities of anyinterference in this regard, a separate circuit composed of battery wire70 and Wire 71 connecting the relay 51 with the generator 69, whichlatter is grounded at 69a. It is of course understood that in the normaloperation of an automobile vehicle especially the generator does notbegin to function until the vehicle attains a speed of about 8 to 10miles per hour, and not until this occurs is the relay energized, butupon being so energized, contact is made at b on the relay, completing acircuit through wire 61, relay, 51 and wire 68, thereby plac ving theinvention in position to operate when the timing unit becomes operative.T he foregoing arrangement of wiring makes it impossible for theinvention to operate during periods when the vehicle is idle, beingreversed or parked.

Before entering into a detailed description of operation of theinvention, the preferred construction of the starting relay 50 as shownin Figure 9'will be described. This relay consists of the usual coil, towhich is connected ground Wire 66 and positive wire 67. A bracket member72 is secured to the top of the coil and insulated therefrom in themanner shown, and to the overhanging end of which is attached a contactplate 73, engageable with the magnetic core 74 of the coil. Connected tothis plate 73 is an arm 75, which, when the coil is energized to attractthe contact plate 73, falls against the Contact 65 closing the circuitthrough the coil from wire 67 to wires 63 and 64 to the battery andmotor pump.

Having described the several parts in detail and their relativepositions throughout he system, the operation thereof is as folowsz-When the ignition switch 3 is turned on, preparatory to starting themotor, current from battery 49 Hows through wire 58a to ignition switch,thence through ignition switch to ignition coils 53. This action doesnot affect the invention, other than'placing the same in position foroperation, and not until the motor transmission is shifted to high gearis the invention really operative. The wire 58a while shown as extendingdirectly from the battery to the ignition switch, may under normaloperative conditionsconstitute the starter circuit and is shown merelyto illustrate that the invention and electric control circuits thereofoperate independently with respect to the wirin g system of the motorupon which it is installed.

It is obvious therefore, that the starting of the motor has no effectwhatsoever on the invention until the gear shift lever 76 is moved tochange the transmission from intermediate to high gear. When Vthis isdone, high speed shifter shaft 57, in Figures '5 t0 7 inclusive movesoutward into switch housing 56, moving contact plate 58 against theresistance of spring 59 until the said plate engages Contact points YV60and accordingly closes the circuit between wires 5 4 and 61. Anoperative circuit is thus established from the battery 49 to the pulnpmotor 33, and in which circuit is disposed, as a control for the pumpmotor, the relays 50 and 51, and the timing unit 5. It is understoodhowever, thatV the circuit is not completed until the discs containedwithin the timing unit 5 are in such position as to properly aline thecontact points 27, 28 and 29, and then only momentarily, that is, longenough to effect several revolutions of the motor armature shaft 35 tocharge the several cups with lubricating fluids.

The closing of the circuit described as taking place upon alinement ofthe contact points within the timing unit is accomplished in-thefollowing manner.

It is noted in Figure 2 that the contact springs 30 have a single pointof sliding engagement with the outer discs, while the contact' springs32 have a double engagement over-reaching the central disc. In thismanner, current flowing into one of the contacts 30, after taking azigzag course progressively through the discs passes out through theopposing contact spring 30, when proper operative alinement of the disccontacts is made. Such alinement being made at every twentyfive; ftx,hundred' or more/lmiie intervals designated by the speedometer; Thesefigures may be altered of course, to suit varying conditions under whichthe vehicle is operated.

The purpose and function of the timing unit having been fully explainedand assuming that the circuit is complete through the transmissionswitch 56 and timing unit 5, current from battery 49 energizes relay 51bv way of Wire 70, which action is controlled by generator 69 throughwire 71 and, as previou'sly stated, does not occur until the vehicleattains a speed of more than 8 miles per hour.

Such energization of relay 51 closes circuit through wire 68, timingunit 5, andwire 67 to starting relay 50, grounded at 66. Starting relay50 is energized simultaneously by current flowing from battery throughWire 63, attracting Contact plate 73, causing arm 7 5 to fall againstcontact 65, completing circuit to pump motor 33 by way of wire 64.

i Motor 33 is grounded, as shown at 33a. It is estimated, when thevehicle is traveling at a lubricated, and should the system be timed tooperate before the supply of lubricant in the cups is depleted, no partof the system will be injuriously affected thereby, since the valve 43in the oil line adjacent the cups prevents excess' discharge of fluidfrom the cup through discharge port 46, and back pressure upon the pumpas a consequence will be relieved by the valve 40 carried by the pumphousing 38.

Manifestly, the construction shown is capable of considerablemodification, and such modification as is in keeping with the appendedclaims is also considered within the spirit of the invention.

I claim:

1. A lubricating system for vehicles including a lubricant reservoirhaving communication with various bearing surfaces in said vehicle; apump in said reservoir, a motor for operating said pump; a source ofelectrical energy for operating said motor; a circuit connecting saidsource and motor held normally open during inoperative periods of saidvehicle, and means arranged in the speed indicator line of said vehicleadapted to close said circuit at intervals during operative periods ofsaid vehicle according to the distance traversed by the latter, tooperate said motor and pump.

2. A lubricating system for vehicles including a reservoir forcontaining said lubricant, said reservoir having communication withvarious bearing surfaces of said vehicle; means adjacent said bearingsurfaces to receive a temporary supply of lubricant from said reservoirto distribute the same on said bearings; a pump 1n said reservoir; amotor for operatlng sald pump; a source of electrical energy; a circuitbetween said source and motor held normally open; and means for closingsaid circuit at predetermined intervals during operative periods of saidvehicle.

3. A lubricating system for vehicles including means containing a supplyof lubricant having communication with various bearing surfaces ofsaid-vehicle and engine; a pressure pump in said container; a motor foroperating said pump; a source of electrical energy; a circuit connectingsaid source and motor and held normally open; and means for closing saidcircuit at predetermined intervals when said vehicle is in m0- tion toeHect uniform distribution of lubricant from said container.

4. A lubricating system -for vehicles and engines comprising a lubricantreservoir having communication with various bearing surfaces throughoutsaid engine and vehicle; a pressure pump in said reservoir; a motor foroperating said pump; a source of electrical energy; a circuit connectingsaid source and motor held normally open at two points duringinoperative periods of said engine and vehicle; means for closing thecircuit at one of said pointsl when the engine transmission is shiftedto, high gear, and means automat ically closing the circuit at saidother point at predetermined intervals when said vehicle is in motion,according to the distance traversed by said vehicle. i

5. A lubricating system for vehicles and engines comprising a lubricantreservoir having communication with bearing surfaces throughout saidengine and Vehicle; means for discharging lubricant from said reservoir;a motor for operating said latter means; a source of electrical energy;a circuit between said motor and source held normally open at two pointswhen said engine and vehicle are idle; means controlled from the enginetransmission for closing the circuit at one point preparatory tooperation when said transmission is shifted to high speed gear, andmeans controlled according to distance traversed byv said vehicle forclosing said circuit at said other point at intervals, to momentarilyoperate said pump motor to effect distribution of lubricant.

6. A system of lubrication including a uid reservoir having a discharge;a pump therein a motor for operating said pump; a source of electricalenergy; an electric circuit connecting said source and motor and heldnormally open at two points; means for closing said circuit at one ofsaid points preparatory to operating said system, and means for closingsaid circuit at said other point at recurring intervals to momentarilyoperate said pump to eect uniform distribution of fluid from saidreservoir during operative periods of said vehicle.

In testimony whereof I aiflxmy signature.

WILLIE GIBSON PHELPS.

